SSDR rules
Moderator: John Dean
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SSDR rules
Having just wasted a few minutes looking for the latest rules, only to find them on our own site. Googling SSDR was a waste of time, had to use the full name. To save anyone else searching.
A summary
Empty Weight must not exceed 115kg
Max gross weight 300kg, 330kg if it's water based
Wing loading must be lower than 10kg sq/m
Stall speed less than 35kts CAS (this is not in the CAA document!!)
CAA reg displayed
3rd party insurance
Link to the full details are here http://www.lightaircraftassociation.co. ... lights.pdf
Link to CAA ORS
http://www.caa.co.uk/docs/33/ORS4_805.pdf
A summary
Empty Weight must not exceed 115kg
Max gross weight 300kg, 330kg if it's water based
Wing loading must be lower than 10kg sq/m
Stall speed less than 35kts CAS (this is not in the CAA document!!)
CAA reg displayed
3rd party insurance
Link to the full details are here http://www.lightaircraftassociation.co. ... lights.pdf
Link to CAA ORS
http://www.caa.co.uk/docs/33/ORS4_805.pdf
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SSDR Regs
The 35kt stall speed and max 300kg are for all single seat microlights. The max empty weight of 115kg is virtually identical to the US ultralight class. The wing area must therefore be more than 11.5sq.m or just under 124sq.ft.
If you look on the BMAA website they have (strangely enough) a less up-to-date technical note on SSDR's which also states the requirement for a noise certificate, but this now seems to have been dropped.
In addition, you need to have the aircraft registration on a brass plate on the aircraft.
If you look on the BMAA website they have (strangely enough) a less up-to-date technical note on SSDR's which also states the requirement for a noise certificate, but this now seems to have been dropped.
In addition, you need to have the aircraft registration on a brass plate on the aircraft.
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I was under the impression that the 35kt stall speed was dropped because there was no practical way to prove compliance, however with the specified wing loading and max all up weight, it should comply by design.
If the 35kts still applies as it is still a microlight then
A can we have
If the 35kts still applies as it is still a microlight then
A can we have
(v) 315kg for a single seat landplane equipped with an airframe mounted total recovery parachute system;
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SSDR Rules
I've never been able to suss out how the SSDR regs generaly are policed. I know that when you apply for registration with the CAA you have to enclose a copy of the 3rd party insurance, but with none of the Permit to Fly regime anyone could build just about anything and claim it as an SSDR. The only time that one may come to grief would be if you had a crash (which would have to be reported to the CAA) and/or had to make an insurance claim.
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I don't believe that it is necessary to show your insurance to the CAA. We certainly didn't when we got our registration for the prototype e-Go (then still on the drawing board).
As the SSDR s a subset of the microlight class, I believe that we do still have to meet the 35kt rule.
In practice there's no inspection or compliance testing. Unless, of course, you crash it. It's entirely up to the owner to ensure that weight, etc. are within the rules.
Tony Bishop
e-Go aeroplanes
As the SSDR s a subset of the microlight class, I believe that we do still have to meet the 35kt rule.
In practice there's no inspection or compliance testing. Unless, of course, you crash it. It's entirely up to the owner to ensure that weight, etc. are within the rules.
Tony Bishop
e-Go aeroplanes
034691
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Dave would appear to be correct. Section 7 of the Civil Aviation (Insurance) Regulations 2005 states:-
7. - (1) On applying for the registration of an aircraft in the United Kingdom under article 4(6) of the Order, the following shall be provided to the CAA -
(a) an insurance certificate or any other evidence of insurance relating to the aircraft for aviation-specific liability in respect of passengers, baggage, cargo or third parties; or
(b) a declaration in writing that the applicant will not permit the aircraft to be flown other than as a State aircraft unless he has first provided to the CAA such a certificate or such evidence of insurance.
7. - (1) On applying for the registration of an aircraft in the United Kingdom under article 4(6) of the Order, the following shall be provided to the CAA -
(a) an insurance certificate or any other evidence of insurance relating to the aircraft for aviation-specific liability in respect of passengers, baggage, cargo or third parties; or
(b) a declaration in writing that the applicant will not permit the aircraft to be flown other than as a State aircraft unless he has first provided to the CAA such a certificate or such evidence of insurance.
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As Ian sez, Quote is lifted from my link at top of thread
However a lifting body(partial or completely) is not a conventional aircraft, so I would think it would depend on how radical the design was.For a conventional aircraft, the lifting area is taken as the area of the wings, including wing flaps (if fitted) and ailerons. Where the wing panels attach to the fuselage sides, it is normal to include the ‘virtual’ portion of wing buried in the fuselage.
Re: SSDR rules
I'm quite fascinated how this works in the real world.
For example: If I get insurance on an aircraft i've designed myself, and then apply to the CAA, presumably nobody checks anything.... so what's to stop me registering a plank of wood as an aeroplane?
For example: If I get insurance on an aircraft i've designed myself, and then apply to the CAA, presumably nobody checks anything.... so what's to stop me registering a plank of wood as an aeroplane?
Carl Meek
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Re: SSDR rules
Self preservation The rules help as a plank of wood will have a wing loading that exceeds the rules.carlmeek wrote:I'm quite fascinated how this works in the real world.
For example: If I get insurance on an aircraft i've designed myself, and then apply to the CAA, presumably nobody checks anything.... so what's to stop me registering a plank of wood as an aeroplane?
Ian Melville
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